Explosive-engine.



E. ROUNDS.

EXPLOSIVE ENGINE.

APPLICATION FILED MAR. 13. 1911.

Patentd Mar. 14,1916.

1 6SHEETSSHEETI.

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if 1/ 1/ O O 2 .51 H if 4 I I m [J v i lay I H 1 w I I '1 E. ROUNDS.

EXPLOSIVE ENGINE.

APPLICATION FILED MAR.13. 1911.

1,175,820. Patented Mar. 14,1916.

6 SHEE SHEET 2.

E. ROUNDS.

EXPLOSIVE ENGINE.

APPLICATION FILED MAR. 13, um.

Patented Mar. 14, 1916.

6SHEETSSHEET 3- 8v: veulfoz E. ROUNDS.

EXPLOSIVE ENGINE.

APPLICATION man MAR. 13. I911.

1,175,820. Pat ented M31214, 1916.

6 SHEETS-SHEET 4.

anucufoa E. ROUNDS.

EXPLOSIVE ENGINE. APPLICATION FILED MAR. I3, 19]].

Patented Mar. 14, 1916.

6 SHEETS-SHEET 5.

fl y z 4 lg 0 .M g a w I J mlum E. ROUNDS.

EXPLOSIVE ENGINE.

APPLICATION min MAR.13, 1911.

1, 175,820. Patented Mar. 14, 1916 6 SHEETS-SHEET 6.

era-a2 UNITED STATES PATENT OFFICE.

ERDIX. ROUNDS, 0F O'W'ENSBORO. KENTUCKY. ASSIG-NOR OI ONE-HALF TOGUNTHER WRIGHT MACHINE COMFANY. OF OVJENSBDRO. KENTUCKY. A CORPORATION.

EXPLGSIV E-ENGINE.

Application filed March 13.

Specification of Letters Patent.

Iatm110(l.\l:u'.14. 1916.

1911 Serial N0. 614.146.

Fig. I :1 section on line 1 i Fig. l. Fig. ii is :1 SLTllUli (illlinv 1. 2-. Fig". 2"]. (if lh v n ipvi' portion of the un rinv. Fig. Tis :i awry inn mi liiw N. Fig. ('1. Fig. Q is 2\ Slllii'li] mi. linv 1/.3 Fig. 4. lln'nngh llH Hlnlilitl' l1l((,ll-- ill1l-ill. F J is :1 lmtlmnplan View illkl'P- l Fla. i i:-: ;i wviinn on linv (I. (.1. Fi i. 1').

6 represents a crank shaft, suitahZy journaled in bearings formed in thebase plate 1, and 7 represents the fly-Wheel.

9 represents the connecting rod and 10 the piston connected to the crankin the usual manner.

11 represents the cylinder head suitably bolted to the cylinder, saidhead being provided with ports and passages for the fuel inlet andexhaust, and which passages are suitably water-jacketed, as illustratedin Figs. 4 and 6.

12 represents a conduit, for conducting the fuel from either the mixer13 or carbureter 14, to the inlet passages 15 of theseries.

I have not illustrated the gas mixer or carbureter in detail. The fuelfor the carbureter is pumped to a chamber Within the carbureter and aconstant level maintained. Atomizing and vaporizing is produced,preferably, by a hot-air blast drawn around a vaporizing nozzle, and theair is heated by passing through a chamber or conduit 0 formed aroundthe exhaust conduit, see Fig. 13.

16 represents the inlet or in-take valve, and 17 the stem therefor,projected upwardly, passing through a bearing formed in the cylinderhead 11.

18 represents a spring through which the stem projects, one end engagingthe cylinder-head l1, and the opposite end, a nut threaded upon the stem17, for adjusting the tension of the spring. This spring has a tensionsuflicient to hold the valve 16 on its seat, but not against vacuumpressure Within the cylinder.

19 represents a lever for operating the valve pivotally mounted upon thesupport 20, secured or projected from the cylinder head 11. Upon one endof said lever, a collar 21 is pivotally mounted. see Fig. 5, throughwhich the valve stem slidably passes, to permit certain limits of valvemovement, independent from the main valve controllin mechanism. The rocklever 19 is prefera ly provided with the pintles 22, projected throughthe collar 21 and free therewith, providing a pivotal connection andprojecting to the annular groove 23, formed on the valve stem 17.

24 represents a nut, adjustable on the end of the stem, and 25represents the leather washer interposed between the nut and collar21,.serving as a cushion on the cut-offstroke of the valve.

30 represents a spring interposed between the collar 21 ,and thecylinder-head, and of a strength sufficient to seat the valve andyielding under excessive degrees of vacuum on the piston power strokeand holding the collar firmly against the washer 25, and nut 24, whenthe lever is released by its operating cam. j

26 represents a cam shaft ournaled w1thin bearings formed in thereservoir bracket 27, secured to the cylinder or cross-plate 3. Saidshaft is rotated through the train of gearing, illustrated in Fig. 1, inwhich, 28 represents a gear fixed to the crank shaft, and 29 representsan intermediate gear journaled upon a stud shaft supported upon the baseframe of the engine. The gear 29 is in mesh with the gear 28, and a gear31 fixed to the cam shaft 26.

32 represents a cam fixed upon the cam shaft 26, and 33 represents aconnecting rod, having bifurcated or yoke ends, one end pivotallyconnected to the rock lever 19, the opposite end provided with a roller34, adapted to travel upon the cam 32, thereby imparting action to theconnecting rod 33, rock lever 19, and inlet valve.

The time of inlet valve operation can be changed or varied relative tothe stroke of the piston controlling the admission of fuel within thecylinder, consequently changing the compression, thereby serving as athrottle for governing the speed and power of the engine. lVith themechanism provided, it is possible to change the time of valve openingWhile the engine is running. The mechanism employed comprises thefollowing 35 represents a rock shaft journaled in bearings formed in thereservoir brackets 27. 36 represents a lever connected to said rockshaft and projected parallel with the quadrant 37. The quadrant isprovided with a series of orifices to definitely engage and lock thelever 36 to adjust the roller 34 and the connecting rod 33, and relativeto the cam. 38 represents a rock arm, fixed to the rock shaft 35, and3.) represents a connecting link pivotally connected to the rock orcrank arm 38 and the onnecting rod Thus, when the lever occupies theposition shown in Fig. 4. tne valve when the roller 34 engages the cam,will remain open fora half stroke of the piston, as the engagementbetween roller and cam are such that they do not engage or travel overthe entire surface or area of the cam, but only a. limited portionthereof. Moving the lever to its extreme right, will swing the rollerand connecting rod completely out of the path of the cam, and in whichposition the valve will not open at all, and adjusting the lever 36 tothe left from its intermediate position, will control the valve toremain open for a full stroke of the piston or lesser degree. \Vheneverthe cam engages the roller to actuate the rod 33, and rock lever 19, itwill power stroke by suction, and is only seated in the suction strokeby the spring 30.

40 represents an exhaust valve provided with a valve stem 41, projectedthrough abearing formed in the cylinder head 1], for controlling theexhaust through the passage 42.

43 represents a conduit connecting with the exhaust passage 42, andwithin a second conduit 41, providing an intermediate pas' sage, leadingto the chamber -15, in the cylinder-head, forming a water jacket spacearound the inlet and exhaust conduits.

As shown in Figs. 12 and 13. the exhaust conduit 43 is \vatcejat-ketedits entire length, and with the second conduit l l constructed toprovide tower and u per pas- Sages Z and If respentively. The: areSubstantially s parate. tinni to direct the iiow ot ater ihronsh a#periiiu course to advantv, .aslg: rool tin: \HQEIH'. Communicationhowever, be established between the passages l), 0 by providingperforations "f" in the wall sepaiatingj said passages, as illustratedin Fig. l The lower passage l) is provided with an inlet I) at one end,with the over-lion pipe 0 at the opposite end. leading from the passage5 into the eXhau t pa sage of the haust conduit 13. it represents passformed in the cylinder and rylinder hi uh. providing connection; *i'lWtli the g linder jacket space and cylind r head The LUUi ing water ispumped to the ngine, through inlet Z1 passage L, entering the ovlindm'heads at. the exhaust valves. filling the evlinder space with theoveirllow ill the highest point, freeing the engine of all air andpreventing air pockets. This also advantageous in starting the engineafter it has been drained in delivering water at once where the heat is,protecting the exhaust conduit and cylinder heads from beeoniing heated,and preventing the various parts from rracking. as is the ease wherecold water enters initially at the base of the cylinder.

The exhaust valve is controlled sin'iilarly to the inlet valve by camand lever mecha nism. 46 represents a rock lever pivotaiiy mounted uponthe support or strut -17, secured to the eylinder head 11. -1 isrepresents a eollar pivotally C(mDr-"tltl to the yohe end of the lever46, and through whit-h th valve stem passes and is secured thereto.preferably, by the upper and lower nut: he 50, and interposed leather orlibei washers 51. and 52. Thus. in the valve opening: movement of therock lever, it will cause the collar to hear on the washer therebycushioning the connection amvern rollinand valve stem, and with a likeresult in the seating of'the valve. 5 represents a con' necting rod,pivotally connected to the rock lever 46, at one end, with its oppositeend provided with a roller 54, adapted to engage a double faced cam 55.in whieh the cam 56 thereof, may be termed the exhaust cam. and the ram57, the r lief eain, the hitter being used in staiting only, holding:the eX-- haust valve op n after a rhar ie has hecn taken into thecylinder, relieving the t',(tlll pression a portion of the pistonstroke. The relief cam will n t, however. change the time of the exhaustvalve. The roller and connecting rod are ada'ited to be adjusted, sothat they will not engage the relief cain when the engine is running attull power.

55 represrnts a reel; shaft j ur'ialed in bearings formed in thereservoir brackets 1'57. 59 represents a crank arni fixed to the shaft 5and. (al represents a link piv t-ill) conia zhthe ink arm 52), andeonnecting r l 7.. iii r sents a lever fixed to the nit an. at proeirted parallei with a o2, srrnred t the hrauket 2T. see The lever (i1is provided with a handle spring-emitrolled delent 52; adapted to engagewith orilices formed in the quadrant to lock the lever in its adjustedposh Li n. Thus, by shifting the lever til, the roller and connecting);rod ran be moved within or out of the path of the relirt rain 57. withthe lever in the p sition, shown in Fig. l. tiir part are in position tohe engage-ii by the relii-t' rain 57, and when the low-r is shifted tothe right. the roller will mi- 1 raid main.

exhaust valws: arr 'iincd to give the ta -4t revulh at. a given speedand by the \ariable rontrol the lever (31 can be placed to give the piper tuning to suit the speed whih: the. engine is in motion, enablingthe operator to ohserve the best position.

The varialde rut-oil's ot the intake valve permit th piston to startdown without any res stance. the valve el sing utter the. pist n hasnioineninni and rreating a sin: ion resistanrc at the end of the pistontravel. relievin the rrank of this resistance f elierle ing thenioi'nentuin til the. reriproeating parts. in ruse the. intake valve sats at the. lltlll fiti lit. ot the pist n, increased expansion is hadfrom sivtv down to ten pounds, where a lined valve would exhaust. atsixty -unds l( :-l1l{ this expansion. lndirator tests have shown themean etl'ertive pressure With my variable valve :nl alt the adjustmentsnan be made a 1h entz ine is runnin enabiie an mas-t iiett-rniinatienfor Producing the herd. For example take an arroplane at level; it theengine has proper compres sion when it reacl'ies a higher point. the Wlli pression is only one-hall. \lit h my impr ve ment, the engineer cankeep the eouipression right, securing a rated power at all altitudes.The same can also be said in making a change from one fuel to anotherfor maintaining the proper compression.

As illustrated, when two or more engines are connected in units, the camshaft 20 and rock shafts and 58 are extended, to engage with and controlthe valve mechanism simultaneously, of each engine throughout theseries. instance, being duplicates of those hereinbefore described, withone lever controlling all inlet valves, and a second, all the exhaustvalves. The cylinder heads are likewise duplicates of each other andwith the inlet and exhaust conduits leading thereto, forming main supplyand exhaust passages, for the entire series. In providing the b .ickct27 of reservoir form, providing an oil receptacle, all the cams and part 15 are thoroughly lubricated necessary to a free running of anengine.

To aid in explaining the operation and control of the inlet and exhaustvalves. let it be assumed that the piston of one of the engines ismoving downwardly on the suction stroke, during'which relative intervalthe cam 32 is in a position to engage with the rod 33 and depress thespring 30 to re lieve the valve of the spring pressure. The spring 18 isa weak spring, suliicient to hold the valve to its seat underatmospheric pressures on both sides of the valve. Thus the diminishingor suction pressure within the cylinder will readily unseat the valvewhen it is relieved from the pressure of spring 30. Now assume instarting the engine that the inlet valve is closed and the cam in aposition opposite from its rod engaging po sition and the piston movesdownwardly on the power stroke of the engine. Under such condition it isdesirable to relieve the parts of the vacuum or diminishing atmosphericpressure within the cylinder. This is automatically accomplished whensuch internal pressure becomes slightly greater than the pressure of thespring 30, whereby the spring will be compressed opening the valve,causing instant relief, reducing the internal negative atmosphericpressure or vacuum. By adjusting the rod and definitely locating thesame relative to the cam. the inlet can be closed at any point of thesuction stroke of the piston or adjusted so that the cam will notoperate the rod 33, in which instance the vacuum within the" cylinder onsuch stroke willautomatically open the valve, when its pressure exceedsthat of the spring 30.

The exhaust valve is positively actuated by the exhaust cam to open thesame and closed by the spring, with the rod 53 adjustable to variouspositions relative to the cam. j[5 relative time of operation can bevaried, as for instance at low speed the exhaust valve is opened lateand at high speed is open early, with the condition at all times Thevalve mechanism, in each within the control of the operator while theengine is in motion. \Vith the relieving cam on the same axis with theexhaust cam it will operate the connecting rod when the rod is stationedto engage said cam in which instance the cam will operate to op :1 theexhaust valve on the compression strol. of the piston. This is ofadvantage in starting to relieve the engine of such resistance.

The sparking mechanism and its control comprise the followinginstrumentalities: 65 represents a plug, for supporting thespark-electrodes leading into the cylinder and projecting through thecylinder head, having a ground joint 66, bearing upon the seat formed inthe cylinder head, providing a tight connection between the two members.67 represents a stationary electrode projected through a bore of largerdiameter formed in the plug (35. 68, 69 represent mica washers forinsulating the electrode (37, from the plug, with the electrode securedin position by the nuts 70. The inner end of the electrode is providedwith a contact pin Tl. The movable electrode comprises a rod 72,journaled in elongated bearings formed in the plug 65, and with theintermediate portion thereof of smaller diameter than the bore in theplug, providing clearance, which prevents sticking and affords easyremoval. The rod at its lower end has a conical shoulder 73. fittinginto a ground seat in the plug, thereby excluding the heat from theannular space surrounding the rod or the escape of products ofcombustion. 74 represents an arm projected from the rod, provided with acontact pin, adapted to engage the contact pin 71, of the stationaryelectrode. when the rod 72 is rocked. 75 represents an anvil arm sleevedupon the rod 72, and held securely thereon by the set-nut, which allowsthe arm to be adjusted to take up for wear between the electrodeconnections with the plug.

The movable electrode is actuated by the following mechanism :*76represents a bevel gear, see Fig. 2, fixed to the cam shaft 26, in meshwith a bevel gear 77, fixed to the shaft 78. The shaft 78 is journaledin bearing brackets 79 and 80, mounted on the bracket 27 and fuelconduit 12, respectively. 81 represents a spiral gear, fixed on theshaft 78, in mesh with a spiral gear 82, splined on the cam shaft 83,see Figs. 3 and 10. The cam shaft 83 is extended to convey motion andoperate the electro-tripper mechanism of each engine in a series havinga cam mounted thereon for each of the tripper mechanisms with each camarranged'relav to engage and actuate the, trip rod 8?, i

vary its periodicity of cam cooperation or position said actuator toneutrality.

An internal combustion engine of four cycle type of the nature disclosedcombining 5 an inlet valve and seat therefor, a spring for seating saidValve under atmospheric pressure on both sides thereof, a second springexpanding to close said valve, contracted to relieve the valve from itspres- 0 sure on the first or suction Stroke of the engine piston andreleasable and capable of resisting normal diminishing pressure Withinthe cylinder at any point during said first piston stroke, a rotary cammember,

a reciprocating member for contracting said second spring actuated bysaid cam member during the suction stroke of the piston and an adjustingdevice operatively connected with said reciprocating member fordetermining the actuating period of said reciprocating member.

In testimony whereof, I have hereunto set my hand. i

, ERDIX ROUNDS.

\Vitnesses J NO. S. WRIGHT, E. W. PEGNAM.

